CONVERTING THE FORD to Forward Control
Page 73
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LOOKING at the average chassis of about 30:cwt. capacity it is obvious that roughly half the length of the vehicle frame is occupied by the engine and driver's cab. In certain instances this Atio of pay-load space to " dead " space. is not, economical. In other words, it is es-sential that the body area available for the, pay-load be greater than the normal without increasing the wh6elbase.
To tackle this problem in the case of
the AA-type Ford, Muir-Hill (Engineers), Ltd., Elsinore Road, Old Trafford, Manchester; has produced the conversion set illustrated on this page. The body space behind the cab is 2 ft. 6 ins, greater than that normally provided on the ;.30-ewt. Ford chassis. More of the hied is carried upon the front axle, and it is claimed that, in ccnsewience, bodies with an additional 6-in, overhang can be employed, as compared with the standard chassis.
The steering column is nioved forwards and the steering box mounted in front of the radiator on the off side. All control pedals are likewise moved forward to a point beside the engine, which is covered by a cowl inside the cab. The gear and brake levers are suitably extended to bring them into a position convenient to the driver's left hand.
The price of this Muir-Hill conversion set is £35, plus £3 10s. fitting charge. In both cases these prices are at the Manchester works of the corn pany. A special two-seated, fully enclosed driver's cab to suit the converted chassis, costs £30. It is framed in ash and stiffened with forgings where necessary. A three-piece, metalframed windscreen is provided and the windows in both doors are equipped with mechanical lifts. Spring seatsquabs are employed, one seat being carried on each side of the engine cowl. It is stipulated that front bumpers are essential for converted chassis.